Automatic-operating switch.



Pdtantad Mar. 26, l90l.

G; W. SPECHT. AUTOMATIC-OPERATING SWITCH.

(Application filed Dec. 27, 1900.)

(llo- Model.)

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GEORGE N. SFECHT, OF ALLEGHENY, PENNSYLI ANIA, ASSIGNOR OF ONF- HALF TOCORNELIUS EAS'IIIOPE AND CO RNELlUS DARBY EASTIIOPE, JR.

AUTOMATIC-OPERATING SWlTCl-l.

SPECIFICATION formingpart of Letters Patent No. 670,907, dated March 26,1901.

Application filed December 2'7, 1900. Serial No. 11,186. (No model.)

To all whom it may concern.

Be it known that I, GEORGE W. SPEOHT, a citizen of the United States ofAmerica, residing at Allegheny, in the county of Allegheny and State ofPennsylvania, have invented certain new and useful Improvements inAutomatic-Operating Switches; and I do hereby declare the following tobe a full, clear, and exact description thereof, reference being had tothe accompanying drawings, which form a part of this specification.

My invention relates to improvements in that class ofrailway-switch-operating devices wherein a series of levers andbellcranks arranged in a slot in the roadway are employed in connectionwith a tripping mechanism located upon a car to automatically operatethe switch; and my improvements consist in the novel details ofconstruction and general arrangement of parts, as will be hereinafterfully described, and pointed out in the claim.

In the accompanying drawings, Figure 1 is a plan view of arailway-switch provided with myimproved means for operating the same,the said device being constructed and arranged in accordance with myinvention. Fig. 2 is a side sectional elevation of the same, the saidsection being taken on the line 2 2 of Fig. 1. Fig. 3 is a perspectiveview of the several connected levers and parts for operating theswitch-bar. Fig. 4t is a side elevation of the apparatus located uponthe platform of the car, by means of which the motorman operates orturns the switch-bar in either direction. Fig. 5 is a side elevation ofthe same.

To put my invention into practice with a street'railway consisting ofthe track or rails 1, the switch-bar 2, pivoted as at 3 or in the usualmanner, I form at the center of the said track a box-frame 4, having aremovable lid or cover and in which the mechanism for operating theswitch bar is arranged. Connected rigidly to the pivot-pin 3 of theswitchbar 2 is a link or bar 17, the other end of which is connected toa bell-crank 16, arranged in a horizontal position. This crank 16 isconnected by a link 15 to a similar crank 19, placed in a verticalposition. (See Fig.

3.) This last-mentioned crank 19 is mounted in suitable bearings 25, andthe one end connected to an inclined lever 20, arranged beneath a slot5., formed in the direction of the length of the track and through whicha wheel or roller 10, attached to the car, is made to operate. Thisinclined lever 20 is mounted in bearings 25, and its rear end attachedby means of a link 22 to a similar lever 23, mounted in bearings 25 atthe rear and in line with the aforesaid slot 5.

Attached beneath the platform of the car 13 is a device for operatingthe two levers 20 and 23, which consists of a wheel 10, mounted in ayoke 9, arranged in a bracket 12 in a manner that the said wheel maybemoved vertically by pressure applied to a foot-treadle S, projectingabove the level of the platform A spring 11, arranged about thetreadle-shaft 7, serves as a means of recovering the parts and bring thesame back to their normal position. This device above mentioned ismounted in a manner that will permit a lateral movement and the samecentralized by means of side springs It. This lateral movement is forthe purpose of permitting the wheel 10 to adjust itself as to positionto enter the slot 5.

In operation the motorman approaching the switch-bar 2 observes theposition of the same, and if it is necessary to throw the said bar tothe one side or the other the operator places his foot upon the treadle8, thereby depressing the wheel 10, and the same entering the slot 5engages with either of the levers 20 or 25. If the wheel 10 engages withthe rear lever 23, the same is depressed and the connecting cranks,levers, and links turn the point of the switch-bar to the left, andthereby open the switch. Should the motorman engage the wheel 1.0 withthe lever 20 to depress the same, the point of the switch-bar 2 isturned toward the right to close the switch, as is obvious from thedrawings.

Having thus described my invention, it is obvious that various slightmodifications and changes may be made in the general details ofconstruction without departing from the spirit of the invention.

Having thus described my invention, what I claim, and desire to secureby Letters Patent, is-

A railway-switch-operating device, of the class herein described,consisting of the switch-bar 2 pivotally attached to the link 17, thebell-crank 16 connected thereto, the bar 15 connected to said crank andto another 19 arranged at right angles, the inclined lever 20 connectedto the last-mentioned crank 19, and a similar lever 23 at the rear, andthe said levers 20 and 23 arranged beneath and in line 10 with an openslot 5, formed in the center of the roadway, in combination with atripping mechanism operated from the car, substantially as specified.

In testimony whereof I have hereunto af-' fixed my signature in thepresence of two subscribing-Witnesses.

GEORGE W. SPEOI-IT.

Witnesses:

JOHN GROETZI'NGER, M. HUNTER.

